Device and method for controlling an internal combustion engine

ABSTRACT

The invention relates to a method and a device ( 1 ) for controlling an internal combustion engine upon starting, having a detection means ( 420 ) which detects operating parameters of the engine, in which a calculation means ( 410 ), taking the detected operating parameters before the start of the engine into account, specifies a starting strategy, and the calculation means ( 410 ), as a function of the specified starting strategy, defines control parameters for controlling a runup to engine operating speed, and a control means ( 430 ) monitors the runup to engine operating speed, and in the event of a runup to engine operating speed that deviates from the starting strategy, the control means ( 430 ), adapts the control parameters accordingly.

The invention is based on a device for controlling an internalcombustion engine as generically defined by the preamble to the firstindependent main claim. The invention also relates to a method asgenerically defined by the preamble to the second independent mainclaim.

PRIOR ART

For reducing motor vehicle fuel consumption and emissions, so-calledstart-and-stop methods are becoming increasingly widely used. In thepresent start-and-stop method, engine starting is done by means of anelectrical machine, such as a belt- or crankshaft-typestarter-generator, or a conventional starter. Typically, the start isdone as the engine runs up to speed by injecting fuel and then ignitingit, generating an engine torque, and once the engine is at a high enoughrpm, the starter is disengaged again.

From European Patent Disclosure EP 1 036 928 A2, a starting device isknown, in which upon shutoff of the engine, at least one cylinderentering compression is identified, and when there is a startingrequest, fuel is injected into that cylinder.

ADVANTAGES OF THE INVENTION

The device of the invention having the characteristics of theindependent claim has the advantage over the prior art that a detectionmeans detects operating parameters of an internal combustion engine, anda calculation means specifies a starting strategy, taking the detectedoperating parameters before a start of the engine into account, and as afunction of the specified starting strategy, the calculation meansdefines control parameters for controlling a runup to engine operatingspeed, and a control means monitors the runup to engine operating speedand adapts the control parameters accordingly in the event of a runup toengine operating speed that deviates from the starting strategy.

The corresponding method of the invention accordingly has the advantagethat before a start of the engine, taking detected operating parametersinto account, a starting strategy for starting the engine is specified,and that as a function of the specified starting strategy, controlparameters for controlling a runup to engine operating speed aredefined, and the runup to engine operating speed is monitored, and ifthe runup to engine operating speed deviates from the starting strategy,the control parameters are adapted such that a runup to engine operatingspeed specified by the starting strategy is attained.

Proceeding in this way has the particular advantage that even before thestart of the engine, or in other words even before the crankshaft is setinto motion, a starting strategy is defined according to which the startand the corresponding runup to engine operating speed are to beeffected. In particular, the starting strategy can be adapted to thevarious existing starting conditions, which can be ascertained as afunction of the operating parameters, so that the start of the enginecan be done optimally. Since even before the start, control parametersare determined as a function of the defined starting strategy, the runupto engine operating speed to be expected in accordance with the startingstrategy is advantageously known. If the monitored runup to engineoperating speed deviates from the expected runup to engine operatingspeed, then it is provided according to the invention that the controlparameters be adapted such that the runup to engine operating speedtakes place in such a way that the starting strategy is optimally putinto practice.

By the provisions recited in the dependent claims, advantageousrefinements of and improvements to the method defined by the independentclaim are possible.

It is especially advantageous if the detection means detects a pistonposition of at least one cylinder, and a calculation means specifies astarting strategy, taking into account the at least one piston positiondetected before the start of the engine. As a function of a known pistonposition of at least one cylinder, all the further working strokes areto be determined before the onset of the start, and it is thusadvantageously possible to adapt both the starting strategy and thecontrol parameters accordingly.

It is also advantageous if the detection means detects a piston positionof at least one cylinder which is the first to enter compression or anintake stroke upon starting, and the calculation means specifies astarting strategy, taking into account at least the piston positiondetected before a start of the engine. If in a direct-injection internalcombustion engine, the piston position of a cylinder that enterscompression first is known, or an internal combustion engine with intakemanifold injection the piston position of the cylinder that enters theintake stroke first is known, then the starting strategy canadvantageously be adapted accordingly. For instance, in the event of anunfavorable piston position, it may be provided that injection into thatcylinder or into the intake manifold in the relevant stroke be dispensedwith, and that the starting strategy be adjusted accordingly.

In a further advantageous feature, it is provided that a memory meansstores the control parameters, adapted by the control means upon therunup to engine operating speed, in memory, and that the control means,upon a repeated runup to engine operating speed that deviates from thestarting strategy, accesses the control parameters stored in memory. Forinstance from an adaptive performance graph, upon a new starttime-tested control parameters can advantageously be accessed, so thatfrom the very onset the runup to engine operating speed can proceedoptimally.

It is also advantageous if in an engine with variable valve control, thecalculation means defines control parameters for valve control such thatthe runup to engine operating speed follows the specified startingstrategy. It is thus advantageously possible to make use of additionaloptions in terms of influence, to design a runup to engine operatingspeed optimally.

It is also advantageous if in an engine with variable compression, thecalculation means defines control parameters for compression controlsuch that the runup to engine operating speed follows the specifiedstarting strategy. It is thus advantageously possible to make use ofadditional options in terms of influence, to design a runup to engineoperating speed optimally.

It is also advantageous if the starting strategy defines controlparameters which trigger a starter or starter-generator variably overtime in its performance and/or rpm. This has the advantage that with avariably triggerable starter, the mixture preparation during thecompression or intake phase, the temperature that occurs uponcompression in the combustion chamber, and the torque output by thestarter can also be adapted, thus offering further degrees of freedom indefining a starting strategy and performing an optimal start.

In a further exemplary embodiment it is provided that the calculationmeans, as a function of the operating parameters detected before thestart of the engine, recognizes a possible self-ignition operating stateof the engine and specifies a starting strategy which prevents thisself-ignition operating state. From the detected operating parameters,it is advantageously possible to predict a potential self-ignitionoperating state and adapt the starting strategy to be specified suchthat this operating state is avoided or prevented.

It is also especially advantageous if the devices of the invention arealso designed as methods.

In a further advantageous feature, a computer program product with aprogram code is provided, and the program code is stored in memory on amachine-readable medium for performing at least one of the methods ofthe invention, when the program is executed on a computer or controlunit. This has the particular advantage that the method of the inventioncan be made available independently of a device.

DRAWINGS

Further characteristics, possible applications, and advantages of theinvention will become apparent from the ensuing description of exemplaryembodiments of the invention, which are shown in the drawings. All thecharacteristics described or shown, alone or in arbitrary combination,form the subject of the invention, regardless of how they are summarizedin the claims or the claims dependency and regardless of their wordingand illustration in the description and drawings.

Shown are:

FIG. 1, schematically, a course of a start-and-stop operating mode;

FIG. 2, schematically, monitoring of the runup of the engine tooperating speed;

FIG. 3, schematically, a control unit of the invention.

DESCRIPTION

The invention is based on the concept that even before the starting ofthe engine, on the basis of detected or ascertained operatingparameters, a starting strategy is defined on the basis of which controlparameters for the runup to engine operating speed are defined.

Particularly in direct-injection internal combustion engines, it ishelpful to ascertain the piston position of the cylinder that enterscompression first, and in engines with intake-manifold injection toascertain the piston position of the cylinder that enters the intakephase first.

For identifying the starting cylinder, an absolute angle sensor can forinstance be used, which is mounted on the camshaft and/or crankshaft andindicates the instantaneous angular position of the crankshafts. Theabsolute angle sensor also makes it possible to synchronize the controlunit with the engine faster than is possible with the conventionalsynchronizing methods using reference marks on the crankshaft transducerwheel and/or on a phase transducer wheel on the camshaft.

FIG. 1 schematically shows the course of a start-and-stop mode ofoperation according to the invention. In step 10, the control unit is ina prestarting phase. In the start-and-stop operating mode, the ignition(KL15) either remains on or is briefly supplied with current at definedtime intervals, so that the control unit is regularly connected with thesupply voltage. As a result, the otherwise required resynchronization ofthe control unit with the engine upon starting becomes unnecessary, andthe various operating parameters of relevant engine functions areupdated at regular intervals. Alternatively, this task can also be takenon by only a special partial function in the control unit during thestopped phase, so that the entire control unit need not always beactivated.

In step 20, relevant operating parameters are then detected. Thefollowing operating parameters are possible examples as input variables:starting cylinder, piston position, engine temperature, engine oiltemperature, coolant temperature, intake air temperature, ambient airtemperature, catalytic converter temperature and fuel temperature, fuelrail pressure, ambient air pressure, fuel quality, battery voltage,valve control times, valve stroke, compression ratio, gear, clutch,position of the throttle valve, gas pedal position, brake pedalposition, time, and others.

Based on the operating parameters detected or ascertained, a startingstrategy is determined, on the basis of which control parameters for arunup to engine operating speed are defined. A starting strategy may forinstance take a cold or hot start into account or may be oriented to astart-and-stop operating mode or to achieving a fast runup to engineoperating speed, or to design a runup to engine operating speed suchthat self-ignition operating states are avoided.

In step 30, it is monitored whether the starting strategy can beexecuting. If conditions are unfavorable or unmet for the startingstrategy, then a jump is made to step 100, in which it is decidedwhether a subsequent cylinder in the ignition sequence is selected—step100—or an alternative starting event is initiated—step 120.

If suitable conditions for executing the starting strategy do exist,then in step 40 relevant control parameters are read out.

Relevant control parameters are for instance the instant of injection,angle of injection, and injection quantity; the instant and angle ofignition; the engine torque to be output; the chronological duration orangular duration of the triggering of the starter; valve control timesand stroke; compression ratio; position of the throttle valve, exhaustgas recirculation valve, and others.

In step 50, the control parameters are output to the various components,and in step 60, the start of the engine then takes place.

In the next step 70, preferably after an initial working stroke, it ismonitored whether the control parameters have led to a runup to engineoperating speed that is in accordance with the starting strategy whileavoiding the predicted self-ignition. If deviations occur, the controlparameters are adapted in step 200 such that the desired runup to engineoperating speed is attained. In step 50, the new control parameters arethen output to the components. Step 60 is skipped in this cycle, and instep 70 it is monitored again whether the runup to engine operatingspeed is taking place in accordance with the starting strategy. Ifdeviations occur, the control values are optionally adapted again viastep 200.

As a fallback position in the event that the start was unsuccessful,upon the monitoring in step 70 a jump is made to step 120, in which analternative starting event is then initiated.

If starting is successful, step 80 follows, in which the engine is putinto normal operation.

In the event of a stop request, the shutoff of the engine is done eitherregulated or unregulated, depending on the shutoff concept. With a jumpto step 90, an unregulated engine shutoff is initiated, in which thecrankshaft runs freely to a stop without being influenced. If aregulated engine shutoff is contemplated, step 190 follows. A regulatedengine shutoff seeks to shutoff an engine and especially the crankshaftin a defined state, so that in the next start an optimal piston positionis attained in terms of the starting time, fuel consumption, emissions,the load on the on-board electrical system, etc.

After the engine shutoff in step 90 or 190, a return is made to theprestarting step 10, and a new operating cycle can begin.

If in step 30 no conditions for executing the starting strategy arefound, then a jump is made to step 100 as described. Preferably, theattempt is made to find a cylinder for which the conditions are met, orin other words in which the cylinder has a suitable piston position.Hence step 100 as a rule leads first to step 110. Here the next cylinderin the ignition sequence is selected, and a jump is made to step 20, sothat the routine can begin again. If in step 30 no suitable condition isagain recorded, then typically in step 100 the loop is repeated untilsuch time as all the cylinders have been polled. If no suitablecondition still exists, then step 100 jumps to step 120 and initiates analternative starting event.

In step 120, the present starting strategy is first discontinued. Onepossible starting alternative is to keep control parameters in readinessfor a nonoptimized runup to engine operating speed. These controlparameters may for instance be selected such that for the injection andthe ignition, standard values are used, but for a preferred startingstrategy, such as a start-and-stop operating mode, the starter canconversely be triggered with control parameters. A further alternativethat can be provided is to initiate a “classical” normal start, in whichthe starter is operated in the conventional way.

In the next step 130, the control parameters are output to thecomponents, after which the start takes place in step 140, and then instep 70 it is checked whether the start was successful.

In the event that the engine has not started, then from step 70 a returnis made to step 120, and a new attempt at starting is made. Afterrepeated failure to start, provision may also be made to initiatesuitable error reactions.

FIG. 2 shows the steps in detail after starting of the engine in step70. As already described in conjunction with FIG. 1, control values forthe starting strategy are read out in step 40 and are output in step 50to components 300 of the engine, and then in starting takes place instep 60 (not shown in FIG. 2). After the engine is started, operatingparameters are read in, for instance continuously or at defined timeintervals, in a step 220, essentially independently of the other steps,so that a chronological course of relevant operating parameters canoptionally be ascertained.

After the onset of starting, in step 70, on the basis of the operatingparameters ascertained in step 220, it is checked whether a runup toengine operating speed in accordance with the specified startingstrategy is taking place. If the ascertained operating parametersdeviate from the operating parameters expected for the startingstrategy, then in step 200 the control values are adapted such that thedesired runup to engine operating speed is achieved. The new controlvalues are output to the components 300 in step 50, and the success ischecked in step 70, and if there are still deviations, a return is madeis made to step 200 again.

In FIG. 3, a device 1 for controlling an internal combustion engine 500is shown, outlined in dashed lines. The device 1, preferably a controlunit, includes a calculation means 410, a detection means 420, a controlmeans 430, and a memory means 440.

The detection means 420, preferably a receiver, analog- to-digitalconverter, or the like, detects operating parameters of the engine andcarries signals accordingly onward to the calculation means 410 and thecontrol means 430. The calculation means 410, preferably amicroprocessor or in general an arithmetic unit, calculates orascertains, from the detected operating parameters, a starting strategysuitable for starting the engine and defines control parameters suchthat the runup to engine operating speed takes place in accordance withthe desired starting strategy. The control parameters and optionally thestarting strategy are sent onward to the control means 430. The controlmeans 430 may for instance be constructed as a separate unit or it maybe part of the functionality of the calculation means 410. Via thecontrol means 430 and optionally other function modules, components ofthe engine are triggered with the defined control parameters. Thecontrol means 430, on the basis of detected operating parameters, checkswhether the runup to engine operating speed upon starting is inaccordance with the specified starting strategy. If the runup to engineoperating speed or certain operating parameters deviate from theparameters expected for the starting strategy, then for attaining anoptimal runup to engine operating speed in accordance with the desiredstarting strategy, the control means 430 adapts the control parametersaccordingly. The adapted control parameters are stored in memory in amemory means 440, so that for a new start with a suitable startingstrategy, already-adapted values are available.

For outputting the control parameters in accordance with the startingstrategy, the control parameters may for instance be stored in memory infamilies of curves, characteristic curves, special truth tables, memoryunits of a neural network, or other memory units, and can also belearned adaptively, so that starting that is optimized in terms of time,fuel consumption and emissions is always achieved.

As a function of the operating parameters, the optimal starting strategyand corresponding control parameters are ascertained and defined, forattaining optimal starting conditions for the engine. If despite thepreselected control parameters nonoptimal operating states neverthelessensue, such as fuel engine vibration, then in a start-and-stop mode ofoperation, for instance, the control parameters are selected for thenext start such that a recurrence of these effects is prevented.However, it must then be assured that by the new choice of what are nownot optimally selected precontrol variables, 100% starting reliabilityis nevertheless attained; optionally, the precontrol values must also beadapted.

Alternatively, a switchover can be made to operation using classicalstarter starting (that is, making the starter turn over longer). Thesame is true after a start has been discontinued or in an unsuccessfulattempt at starting during a start-and-stop operating mode.

If in general the conditions for a successful “starter-reinforced directstart”, for instance after polling the ambient conditions, are notentirely met in the engine before starting for the applicable startingcylinder, for instance in the case where the piston position of thestarting cylinder is not optimal, then it is also possible by means ofturning over the starter to change the next cylinder in the ignitionsequence from the intake stroke to the compression stroke and to executethe starting routine with this cylinder.

A device or control unit according to the invention with engine controlfunctions programmed in it makes it possible to output injection pulsesand ignition pulses separately from one another and at arbitrary timesor crankshaft angles. It also makes it possible to trigger an electricalmachine, such as a starter or starter-generator, with variable timing orvariably over the camshaft or crankshaft angle. It also makes itpossible, in systems with variable compression or valve control, to varythe compression ratio, or the phase and stroke position of the inlet andoutlet valves, during the starting procedure.

In systems with variable valve control, either the fill level in thecompression phase or the engine torque output can also be controlled byadjusting the valve control times for the inlet and outlet camshafts. Inthe compression phase, the fill level in the compression cylinder can bevaried as a function of ambient conditions in the engine, for instanceby earlier or later closure of the injection valve.

With a view to regulating the output engine torque for the sake ofavoiding engine vibration upon starting, some of the energy combustioncan be output to the outlet conduit, for instance by earlier opening ofthe outlet valve, so as to reduce the engine torque effectively.Conversely, the control time of the outlet camshaft can also be alteredin the direction of “outlet valve opens late”, to enable utilizing thecombustion torque over a greater crankshaft angle range.

One possible starting strategy can for instance provide a specialregulation algorithm and thus predict or simulate the temperature courseduring the compression phase, for instance on the basis of thecompression ratio and/or the valve control times, the mass of airenclosed in the cylinder, and the starter rpm. After that, the outputvariables of the regulating algorithm or the control values can be setsuch that a critical temperature for the self-ignition is not exceeded.

In systems with variable compression, it is additionally possible duringthe compression and combustion process to vary the compression ratio, soas to control the compression temperature and the compression pressure.If it is found from a temperature or combustion chamber pressure sensor,for instance, that the compression temperature or the compressionpressure is too high, then the engine compression is decreased (causingexpansion of the cylinder for a greater displacement). Conversely, ifthe compression temperature or the compression pressure is too low foroptimal mixture preparation, then the compression ratio of the engine isincreased.

In the procedure according to the invention, the problem ofself-ignition at high engine temperatures is averted by means ofpurposeful adaptation of compression, injection and ignition. By jointlyoptimizing the starter triggering and the combustion, this startingvariant additionally offers great potential for shortening the startingtime.

The procedure according to the invention makes it possible to base thestarting strategy and the runup to engine operating speed essentially ontwo principles: a performance-optimized triggering of a starter, as aprovision that reinforces or prepares for starting, and optimizedcontrol or regulation of the initial combustions until the set-pointidling rpm is reached.

The prior triggering of a starting as a starter-reinforced provision isdone in such a way that in the first passage through top dead center,the starter rpm attains an optimal rpm for the ensuing combustion. Thiscan mean on the one hand that as a function of the piston position inthe compression stroke upon starting, the starter isperformance-controlled such that at the passage through top dead center,the maximum possible engine rpm, for instance (that is, kinetic energy,or torque) is attained. a defined temperature increase or pressureincrease in the combustion chamber is attained during the compression.On the other hand, however, the triggering of the starter can also bedone such that during the compression phase, based on the starter rpm,an optimal mixture preparation time for the subsequent combustion iscreated. This means that on the basis for instance of the fuel quality,the engine temperature, coolant temperature, or oil temperature, theengine compression and so forth, the starter rpm, or the resultantpiston speed is controlled such that in the compression phase, the mosthomogeneous possible fuel-air mixture is formed in the cylinder and isthen ignited.

By purposeful monitoring of the combustion chamber temperature, forinstance by means of a temperature sensor, or of a pressure course bymeans of a combustion chamber pressure sensor, the compressiontemperature, for instance, can be kept below the critical temperaturefor a self-ignition, by purposefully allowing wall heat losses to thecylinder wall during compression.

In both variants, the starter accordingly furnishes an initial torque,to which then the combustion torque, generated by the initialcombustion, is added together to make a total engine torque. The resultis finally the increase in rpm upon the runup to engine operating speed.Additionally, depending on the starting position, the starter istriggered on the basis of either angle or time only as long as isnecessary to assure the predefined rpm upon passing TDC. That is, asearly as possible, the starter is actively turned off again, to avoidunnecessary loads on the on-board electrical system or starting noise.

As a result of this collaboration of the optimized starter torque andcombustion torque and optimal starter triggering, a very short startingtime is achieved, which makes this system especially attractive for botha start-and-stop system and in general for faster starting of an engineand simultaneously represents a marked plus in terms of passengercomfort.

As the starting cylinder for the first combustion, the cylinder in thecompression stroke is used, which is identified before the start, forinstance by means of an absolute angle sensor on the crankshaft.

As described, it is also provided that fuel be injected into thecylinder and that the fuel-air mixture then be ignited not primarilybefore or during the compression phase in the compression cylinder, butonly after top dead center has been passed, or in other words once thepiston is already in the expansion phase of the working stroke.

The course of the injection and ignition can be based on time or angleor both. This starting method can also be employed on the second andfurther combustion events that follow in the ignition sequence, so thatstarting that is optimized in terms of time, fuel consumption andemissions can be achieved.

In other words, the starting routine, as shown in FIG. 1 or FIG. 2,regulates the various parameters (instant of injection, injectionquantity, instant of ignition) for the subsequent combustion, on thebasis of the rpm or rpm gradient course of the previous combustion, inorder to attain starting that is optimized in terms of time, fuelconsumption, and emissions.

Moreover, by means of the targeted adaptation of the engine torque (forinstance, a smaller injected fuel quantity, a later instant ofinjection), engine vibration, which may occur because of the initialcombustions (that is, full-load compressions or full-load combustionevents) and can be annoyingly transmitted to the passenger compartment(lessening passenger comfort) can be minimized or prevented.

Last but not least, however, as a result an overswing in rpm past thedesired idling rpm, of the kind that at present usually occurs in thestarting process, can be reduced, so that the engine reaches its desiredoperating state faster. Attaining the desired engine operating statequickly is essential in the start-and-stop operating mode for the sakeof a fast takeoff, for instance after stopping at a light. A reducedoverswing in rpm also has an effect on the starting noise of the engine.Engine “screeching” because of an excessively high rpm in starting isthus effectively prevented.

Alternatively, the injection pulses and ignition pulses can be made, asa function of the aforementioned input variables or operatingparameters, also before or during the compression phase, however, or inother words even before top dead center is reached. Then, however, onthe basis of the input variables (such as engine, coolant, oil, andintake air temperature, and so forth), it must be assured that anyself-ignition effects can be reliably precluded.

This can be achieved as described above, for instance by targetedtriggering of the starter, for instance by monitoring the compressiontemperature and keeping it below a critical temperature threshold forthe self-ignition by means of targeted wall heat losses to the cylinderwall.

A further alternative is as described an increased injection quantity(enrichment) for the initial combustions, since thus the air enclosed inthe cylinders is cooled down more strongly (greater vaporizationenthalpy), and the temperature in the combustion chamber can thus bebrought to below the self-ignition temperature.

The invention is furthermore suitable for a start-and-stop system invehicles with intake-manifold injection (SRE). The injection pulses forthe individual cylinders must be made here during the intake stroke withthe inlet valves open or must be stored in advance in the intakemanifold while the inlet valves are still closed. Thus even in thesesystems, both in hot starting and for instance during the start-and-stopmode of operation, and in cold starting, the starting time can beshortened markedly and the runup to engine operating speed can bedesigned in a way that is optimized in terms of time, fuel consumption,and emissions.

However, in both applications, because of the injection options whichare limited to the intake stroke, the starter has to be triggered longerthan in systems with direct injection. Nevertheless, once again optimalstarter triggering can be attained.

If the piston of the starting cylinder is in the intake stroke, forinstance close to top dead center with the inlet valves opened, thenstarting is already done from that cylinder. The injection timing andignition timing can be selected freely here as well. However, dependingon the peripheral conditions prevailing in the engine (such as railpressure, fuel temperature, etc.), in choosing the instant of injectionthe fact must be taken into account that if the starter is running, thefuel quantity required for the mass of air aspirated in the cylinder,for instance for stoichiometric combustion, can already be completelyinjected into the cylinder even before the closure of the inlet valves.

To that end, beginning at a starting position near top dead center, thestarter must be triggered over at least one crankshaft revolution(360θKW), until the starting cylinder has concluded its compressionstroke and is in the working stroke.

If the cylinder in the intake stroke is close to bottom dead center(BDC) or is just before the end of the intake stroke (that is, the inletis closing), so that first, there is not enough time to put the requiredfuel quantity in place before the inlet closes, and second, no furthersignificant turbulence is created in the cylinder by the aspirated air,then a shift is made to the next cylinder in the ignition sequence asthe starting cylinder, which has the advantage of better mixturepreparation. That cylinder must then first be transferred from itsexpulsion stroke to the intake stroke, which would mean triggering thestarter by an angle or a time of more than one crankshaft revolution(>360θKW).

In the ideal case, when the starting cylinder is in a middle position inthe intake stroke (approximately 90θKW), the result for startertriggering is an angle or a time of three-quarters of one crankshaftrevolution (approximately 270θKW). The starter triggering then takesonly slightly longer than the maximum triggering time of the starter ofapproximately one-half a revolution of the crankshaft (approximately180θ of crankshaft angle), and direct gasoline injection systems withinjection into the compression stroke. The starter is triggered in thesame way as described for the systems with direct injection, to attainstarting that is optimized in terms of time, fuel consumption, andemissions.

The risk of self-ignition at high engine temperatures must be preventedin SRE start-and-stop systems, for instance by an increased injectionquantity (enrichment) during the intake stroke or just before opening ofthe inlet valves. By means of a pre-stored injection into the intakemanifold shortly before the opening of the inlet valves or during theintake stroke, the aspirated air, which for instance in a stopped phasein the start-and-stop operating mode heats up excessively because of theengine heat output and also from strong sunshine, is cooled down by thevaporization of the liquid fuel. Thus the temperature of the fuel-airmixture is reduced markedly and in the ensuing compression can be keptbelow the temperature threshold for self-ignition. In the start-and-stopoperating mode, worsening of the emissions from an increased injectionquantity would be rendered harmless by the already heated-up catalyticconverter and would thus be unproblematic. However, it must be assuredthat during a long stopped phase, for instance, the temperature in thecatalytic converter does not drop below the conversion temperature.

1. A device (1) for controlling an internal combustion engine uponstarting, having a detection means (420) which detects operatingparameters of the engine, characterized in that a calculation means(410), taking the detected operating parameters before the start of theengine into account, specifies a starting strategy; that the calculationmeans (410), as a function of the specified starting strategy, definescontrol parameters for controlling a runup to engine operating speed;that a control means (430) monitors the runup to engine operating speed;that the control means (430), in the event of a runup to engineoperating speed that deviates from the starting strategy, adapts thecontrol parameters accordingly; and that the calculation means, in anengine with a control selected from the group consisting of a variablevalve control and a compression control, control parameters for saidcontrol selected from the group consisting of said variable valvecontrol and said compression control correspondingly are defined, suchthat the runup to engine operating speed follows the specific startingstrategy.
 2. The device (1) as recited in claim 1, characterized in thatthe detection means (420) detects a piston position of at least onecylinder; and that a calculation means (410) specifies a startingstrategy, taking into account the at least one piston position detectedbefore the start of the engine.
 3. The device (1) as recited in claim 1,characterized in that the detection means (420) detects a pistonposition of at least one cylinder which is the first to entercompression or an intake stroke upon starting; and that the calculationmeans (410) specifies a starting strategy, taking into account at leastthe piston position detected before a start of the engine.
 4. The device(1) as recited in claim 1, characterized in that a memory means storesthe control parameters, adapted by the control means (430) upon therunup to engine operating speed, in memory; and that the control means(430), upon a repeated runup to engine operating speed that deviatesfrom the starting strategy, accesses the control parameters stored inmemory.
 5. The device (1) as recited in claim 1, characterized in thatin an engine with variable valve control, the calculation means (410)defines control parameters for valve control such that the runup toengine operating speed follows the specified starting strategy.
 6. Thedevice (1) as recited in at least claim 1, characterized in that in anengine with variable compression control, the calculation means (410)defines control parameters for compression control such that the runupto engine operating speed follows the specified starting strategy. 7.The device (1) as recited in claim 1, characterized in that the startingstrategy defines control parameters which trigger a starter orstarter-generator variably over time in its performance and/or rpm. 8.The device (1) as recited in claim 1, characterized in that thecalculation means (410), as a function of the operating parametersdetected before the start of the engine, recognizes a possibleself-ignition operating state of the engine and specifies a startingstrategy which prevents this self-ignition operating state.
 9. A methodfor controlling an internal combustion engine, characterized in thatbefore a start of the engine, taking detected operating parameters intoaccount, a starting strategy for starting the engine is specified; thatas a function of the specified starting strategy, control parameters forcontrolling a runup to engine operating speed are defined; that therunup to engine operating speed is monitored and in the event of a runupto engine operating speed deviating from the starting strategy, thecontrol parameters are adapted such that a runup to engine operatingspeed specified by the starting strategy is adhered to; and in an enginewith a control selected from the group consisting of a variable valvecontrol and a compression control, control parameters for said controlselected from the group consisting of said variable valve control andsaid compression control correspondingly are defined, such that therunup to engine operating speed follows the specific starting strategy.10. The method as recited in claim 9, characterized in that the startingstrategy is specified, taking at least one detected piston position intoaccount.
 11. The method as recited in claim 10, characterized in that apiston position of at least one cylinder, which upon starting firstenters compression or an intake stroke, is detected.
 12. The method asrecited in claim 9, characterized in that the control parameters adaptedupon a runup to engine operating speed are stored in memory and areaccessed again in the event of a repeated runup to engine operatingspeed that deviates from the starting strategy.
 13. A computer programproduct with a program code, which is stored in memory on amachine-readable medium, for performing the method as recited in claim8, when the program is executed on a computer or control unit.